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Aviation History
2002
2002 - 3246.PDF
Directory: world airliners BOEING 737 NEXT GENERATION FAMILY Length (m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) MTOW option Max landing weight (kg) Operating empty weight (kg Max zero fuel weight (kg) Max payload (kg) 31.2 34.31 12.5 125 3.54 56,250 65090 54,660 37,100 51,480 14,380 Powerplant 2 x 18,500-22,690lb 2 x Standard fuel capacity (I) Normal operating speed (Ma Max cruising altitude (ft) Landing field length (m, sea Accommodation (1-class) Accommodation (2-class) Design range with pax CFMI CFM56 -7B18/20/22 26,025 ch) 0.785 41,000 level/ISA)1.340 132 108 5,650km/110 -700 33 6 34.31 12.5 125 3.54 60,330 70.000 58.060 38,145 54,660 16,505 20.500-24,170lb CFMI CFM56 -7B20/22/24 26,025 0.785 41.000 1,415 171 146 6,040km/126 -800 39.5 34.31 12.5 125 3.54 78,240 79,000 65,320 41,145 61.690 20.540 2x24,170-26,290lb CFMI CFM56 -7B24/26 26,025 0.785 41,000 1,634 189 160 5,440km/162 -900 42.1 34.31 12.5 125 3.54 78.240 79,000 66,360 42,490 62,730 20,240 2 x 24,170-26,290lb CFMI CFM56 -7B24/26/27 26,035 0.785 41,000 1,704 189 177 5,080km/177 The FAA requires fleet-wide replacement of the 737's rudder system, with the redesign made mandatory for future 737s coming off Boeing's pro duction line (see 737-100/200 entry). Boeing has been shipping wiring kits for 737 Classics since February. Deliveries of hardware retrofit kits for the 737 Classic will begin in the third quarter of next year. Delivered: 1,988 (Classic) In service: 1,968 (Classic) 737-600/700/800/900 The Next Generation 737 models were developed from the -300/400/500 family, incorporating a 25% larger wing, new CFM56-7 engines, higher cruising speeds, greater range and a new 777 style flight- deck. Four basic variants seating 108 to 190 passengers have been developed. The -600 is the smallest and replaces the -500. while the -700 takes over from the -300 and the -800 succeeds the -400. While the -600 and -700 are the same size as the models they replace, the -800's fuselage is 2.8m longer than that of the -400. The -900 is the most recently developed model, and has a 2.6m stretch over the -800. It can seat up to 177 passengers in a two-class layout, but requirements for emergency exits mean the aircraft's maximum seating cannot go beyond the 737-800's 189 seats. Boeing flew the first -700 in February 1997. Deliveries began to launch customer Southwest in December 1997. JAA certification was achieved in February 1998 after the European body approved a revised emergency exit design to meet its more stringent evacuation requirements. The first -800 was delivered to Hapag-Lloyd in April 1998 and Scandinavian Airlines (SAS) took delivery of the first -600 in September 1998. The -900 is the latest derivative and deliveries to launch customer Alaska Airlines began in May last year. Boeing has developed a longer-range -900X ver sion, but has not yet secured a launch customer. The 737-900X. which has an MTOW increased to 83,700kg, can seat up to 220 passengers if airlines opt for an extra pair of Type I doors aft of the wing. Seating capacity at a standard 30in pitch is 201. Service entry is targeted for June 2005. A passenger/cargo convertible 737-700C featur ing a 3.4 x 2.1m side cargo-door has been developed for the US military and entered service earlier this year. Last year, Saudi Aramco, based in Dharan, Saudi Arabia, became the first civil opera tor of the 737-700QC. It is used as a corporate shuttle and freighter. A dedicated business jet version of the 737-700 has been developed called the Boeing Business Jet (BBJ). Delivery of a larger BBJ2 version using the -800 fuselage began last year. A 48-seat BBJ was introduced by Lufthansa in June on business class- only services between Dusseldorf and New York Newark. The aircraft is operated by Geneva-based PrivatAir, replacing a flight operated with a mixed cabin Airbus A340. The APB joint venture provides winglets for both BBJs and commercially operated 737NGs. They were certificated on the BBJ in September 2000 and received approval on commercially operated 737-800s in early 2001, with Hapag-Lloyd the first airline to fly a winglet-equipped 737-800. Winglets are offered both on new build 737-800s and for retrofit and are also available on the -700. The FAA is implementing a requirement for a fleet-wide replacement of the 737's rudder system, with the redesign made mandatory for future 737s coming off Boeing's production line (see 737- 1001200 entry). Boeing has been shipping wiring kits for the 737NG since July. Deliveries of hardware retrofits will begin in the second quarter of next year. Production deliveries of 737NGs with the new rud der system will begin in January. The 737NG is used as the platform for several sur veillance aircraft, including the BBJ-based airborne early warning and control (AEW&C) version (ordered by Australia and Turkey), and the proposed US Navy Multi-mission Maritime Aircraft (-700 or -800). Production The 737NG models are built at Boeing's Renton plant near Seattle, Washington. Boeing delivered 299 737s last year. Output has averaged around 20 aircraft a month this year. Ordered: 2,035 (NG, including 75 BBJs) Delivered: 1,193 (NG including 66 BBJ) 747-1OO/SP/200/300 Pan American Airways launched what was then the world's largest airliner in July 1966 with an order for 25 747s. The first aircraft flew in February 1969 and Pan Am introduced the original P&W JT9D-pow- ered 747-100 into revenue service between New York and London in January 1970. A heavier, longer-range version, the -200 series, entered service in January 1971 and eventually became available with a choice of three power- plants: the P&W JT9D, GE CF6-50 and R-R RB211-524. Significant numbers of 747-200s were delivered as combis and pure freighters. The long-range, shortbodied 747SP (Special Performance) was introduced in 1976, although total production only amounted to 45 aircraft. The - 300, the first derivative to have an extended upper deck, was put into operation by Swissair in early 1983. Many early 747s have been bought by cargo operators and converted into freighters. The last "Classic" 747 was built in 1991. On 25 May this year, a China Airlines (CAL) 747- 200 crashed after breaking up in mid-air as the aircraft approached FL350. One theory being pur sued by Taiwan's Aviation Safety Council (ASC). which is leading the investigation, is that the aircraft suffered a rapid depressurisation initiated by metal fatigue. Wreckage from the rear fuselage is believed to show evidence of pre-existing fatigue cracks. In October, Japan Airlines (JAL) contracted Boeing to upgrade the avionics of its 747-200s and -300s to ensure the aircraft can continue operating in "preferred" European and Pacific region airspace. The modifications enable 747 Classics to be compli ant with future air navigation system (FANS-1) and forthcoming European required navigation perfor mance (RNP) standards. Installation, flight testing and certification of the new avionics on the first JAL aircraft is due to be completed by May 2003. Earlier this year, GE launched a hot section upgrade for the 747-200/300's CF6-50 engine, fol lowing a $100 million contract from Air France. The carrier ordered the retrofit of up to 106 engines. GE predicts the kit will give up to 25% improvement in time on wing and better exhaust gas temperature margin. CMC Electronics (formerly BAE Systems Canada) received an STC in 1999 for an upgrade to extend the life of 747 Classics through the addition of communications, navigation, surveillance/air traf fic management (CNS/ATM) equipment. Honeywell and Boeing have proposed a glass cockpit 747 Classic retrofit, which would retain the flight engi neer's position but provide a dual rating with the two-crew -400 model. In 1998, KLM became the first operator of the freighter-converted version of the stretched-upper- 50 5-11 NOVEMBER 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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